zf-4hp24 into D2 td5

Okay, so i've now been driving my Disco for a week with the hp24 installed. So far, no issues! I have noticed however that i have slightly higher EGT's than before, but i'm running the largest of the TC's so i attribute that to more load.
All up it wasn't too bad a conversion, with the major factor being the sourcing of the new flexplate, which my local machine shop organised, once i gave them some specs. We went with a 4 mm piece of spring steel, which they then drilled the crank pattern and TC pattern in to. We then sent it off to get hardened. meanwhile the original centre spacer was shortened to 31mm. Odd size, but if the new flexplate was 3mm like a standard one, the hub measurement would have been 32mm. This allowed a 2mm gap between the TC and flexplate when installed, which, once the tc bolts were tightened, would pull the TC forward out of the trans pump and allow for "ballooning" without binding up. 8 new longer high tensile bolts were needed to bolt it all together. The TC bolts were a little tricky to install, as the only means was through the little inspection plate in the bellhousing! Lot's of previous practice really paid off here, and not being in a hurry made a difference too. Other necessary mods include drilling and tapping the output shaft to accept the lt230 adaptor shaft retaining bolt which i shortened and loctited. On the R/H side chassis the slotted mount needs to be made larger, by about 22mm. The large L/H mount on the trans can be re-drilled by the same amount. The added bonus is both prop shafts bolt straight up! I haven't inspected either at full flex as yet though, so am not sure what impact there is with off road ability, but up and down the highway there aren't any probs. Another bonus is the trans ecu talks to this valve body! Shift pattern and lockup are all as it used to be. Slight annoyance with aligning the selector cable and xyz switch, and i still have to finalise the adjustment, but its usable at the moment, and no green flashing lights on the dash, so all good! :D

Great summary. How is the shifting quality and rpm compared to pervious?

cheers dougal, yeah shifting is generally the same although i notice in town (50km/h speed limit) it seems to hang on to 3rd instead of dropping to 4th. smooth changes normally and lockup at 85 when its warm enough as per the hp22 but with Stall being lower (by about 5-600 rpm) it sits at about 2100 rpm at 100 km/h (with 33's).

thats great to hear? who is your machine shop if you dont mind me asking? i may have to get them to make me a flex plate too. do the cooler lines bolt straight up to the 24?

roarin8, have you looked at the 300tdi flex plate? it has 8 bolts like the td5 and i was wandering if by some miracle its the same pcd as well and could possibly be used in this application. also is the round loom plug that goes into the side the same for both transmissions or do the pinouts need to be changed at all? thanks

Hi Juzzo, The cooler lines bolt straight up to the 24, and the loom plug for the valve body are the same. I purchased a trans from a pre 99 p38. The pinouts appeared to be the same as the hp22, when i consulted my rave manual. The trans from the update p38 included CAN bus so i assumed that it wouldn't communicate. i figured though that the valve body from the old hp22 could have been swapped in if necessary. I noticed you mentioned a mate of yours is/was wrecking a p38, do you know what year? also if its not a 4.6 v8, it wont have a HP24. The 4.0 had a hp22 just like the td5 but with different bellhousing, which is very easy to swap out. As far as the 300 tdi flex plate, i'm not sure on the crank pattern, as i don't have one here to compare with. I did call my ol' boss man who owns a land rover garage and ask about that before i proceeded to make a custom plate and he assured me that a 300 tdi one would be different. i would be interested in checking for myself just out of interest though. From memory, the TC is again small like a td5 TC so i doubt that a bigger TC would fit onto the flex plate anyway. Again, i would need to have one here to compare. My machine shop could make you one no problem, but he would need your TC to be sent up for the pattern. i still have my old td5 plate here for a crank pattern. He didn't take a copy of my finished plate for reference as he believes that its most accurate if you go off the originals every time, and i agree, there's no room for error, as its a rotating assembly and if unbalanced could cause major issues, if not self destruction. :)

its an early (96 i think) 4.6 so yeah 24 with big tc. he also has an auto 300tdi. and an auto disco 300tdi. and an auto classic 3.5... yeah we have plenty of parts to choose from! the trans has finally given up fully now so when i can be bothered the trans and engine will come out for a freshen up, in the mean time i have the privilege of driving a horrible little daewoo so i want to get it done sooner rather than later. so once we start pulling things apart ill let you know what we find with flex plates. i was hoping the tdi one would be the same bolt pattern as the td5 because its round rather than triangle, so it should be stronger and could probably be re drilled for any torque converter

The biggest TC you can fit to a TD is the medium from a 4.0V8. If the crank hub bolt pattern is the same (as V8) just use the V8 plate (also provided it matches the OD for the ring gear) as it'll bolt up at both ends.

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Originally Posted by clubagreenie

The biggest TC you can fit to a TD is the medium from a 4.0V8. If the crank hub bolt pattern is the same (as V8) just use the V8 plate (also provided it matches the OD for the ring gear) as it'll bolt up at both ends.

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Haha as i stated earlier i am already running the LARGEST TC from the 4.6 in the td5 bellhousing, with no clearance problems at all. i have now done about 2000 km's since the install. :tease:
also the 4.0 trans is an hp22, so no advantage to using it. a medium TC cant be used with the hp24, unless you have it modified to suit the longer input shaft of the 24. i used the largest TC to avoid the expense of have a TC made up, at this stage all is well.

how does the larger torque converter drive compared to the small one that used to be in there? i am still in 2 minds as to which torque converter to run. does it stall up enough to get the engine on boost or is it really laggy?